Fluid drive and controls



Jan. 13, 1953 0. K. KELLEY 2,625,056

FLUID DRIVE AND CONTROLS Filed Sept. 14, 1946 12 Sheets-Sheet 1 Snnentor attorneg Jan. 13, 1953 0. K. KELLEY 2,625,056

FLUID DRYIVE AND CONTROLS K ZZZ/4 '1 94 attorney Jan. 13, 1953 Q KELLEY 2,625,056

FLUID DRIVE AND CONTROLS Filed Sept. 14, 1946 12 Sheets-Sheet 5 rmm/z 157M177 46-7.

Zmventor BB W W 9L attorney grim/Away Jan. 13, 1953 O KELLEY 2,625,056

FLUID DRIVE AND CONTROLS Filed Sept 14, 1946 12 Sheets-Sheet 4 FA 5 /y 3nventor u 1/ W I 96 (Ittornegs Jan. 13, 1953 0. K. KELLEY FLUID DRIVE AND CONTROLS 12 Sh eetS-Sheet 5 Filed Sept. 14, 1946 9 5 Ngg wymy Y gg? g i/W Jan. 13, 1953 O. K. KELLEY FLUID DRIVE AND CONTROLS l2 Sheets-Sheet 6 Filed Sept. 14, 1946 ASNNQQM w'y zz fly Ci ttornegs Jan. 13, 1953 O K KELLEY FLUID DRIVE AND CONTROLS l2 Sheets-Sheet 7 Filed Sept. 14, 1946 Bnventor Jan. 13, 1953 0. K. KELLEY FLUID DRIVE AND CONTROLS l2 Sheets-Sheet 8 Filed Sept. 14, 1946 WKEZ m I File'd Sept. 14, 1946 12 Sheets-Sheet 9 Jan. 13, 1953 0. K. KELLEY 2,625,056

FLUID DRIVE AND CONTROLS Biwentor Jan. 13, 1953 0. K. KELLEY 2,625,056

' FLUID DRIVE AND CONTROLS Filed Sept. 14, 1946 ].2 Sheets-Sheet l0 Illl Zinnentor u a M I, I attorney Jan. 13, 1953 Q KELLEY 2,625,056

FLUID DRIVE AND CONTROLS Filed se t m, 12 Sheets-Sheet 11 Ennentor Y I (lttornegs Jan. 13, 1953 0. K. KELLEY ,0

FLUID DRIVE AND CONTROLS Filed Sept. 14, 1946 12 Sheets-Sheet 12 g? 3nventor- Gttomegs Patented Jan. 13, 1953 UNITED STATES ATENT OFFICE General Motors Corporation, Detroit, Mich., a corporation of Delaware Application September 14, 1946, Serial No. 697,092

31 Claims. I

The present invention pertains to power transmission driving mechanism for heavy duty vehicles and other drives, more especially for drive requirements which include the use of torque converting devices associated with variable speed gearing in such a way that a plurality of speed ratio changes may be established without release of the driving torque. lhe present driving and control mechanism is useful for the drives of tractors, heavy mining machinery, oil well drills and pumps excavating and dirt apparatus, and especially for large heavy military vehicles. It however, may be adapted for smaller, lighter passenger vehicles.

The present invention discloses the use in combination of a high torque engine, with a driving mechanism embodying a sequence of units between the engine and the load shaft, having a torque converter of the fluid type driven directly by or at a fixed ratio of speed with respect to the engine, a variable speed gearing providing reverse and a plurality of forward speed ratios greater than unity between its input and output shafts and a final reduction gear drive connecting the variable speed gearing with the wheels or equivalent driving mechanism of the vehicle. The invention shows a use of this combination which permits the power plant 'to be maintained at nearly constant speed, and at peak horsepower, there being no interruption of torque during the transition intervals from one variable speed ratio to another, the accelerated inertia of the engine at the time of the shift being absorbed within the fluid torque converter. With this principle, it is not necessary to throttle the engine for shifting from one forward drive ratio to another, and the design characteristics of the torque converter may be taken to provide a stall speed approximately equal to the maximum allowable engine speed, which permits the torque converter to operate eiiiciently up to its torque capacity, so that its output variable speed ratio range will be in the magnitude of from 1 to 6 reduction up to l to 2 reduction, input to output.

A further description of these principles is given in my application for U. S. Letters Patent Serial Number 501,389, filed September 6, 1943, for Compound Power Transmission, issued December 23, 1947, as U. S. No. 2,433,052, of which the present application for Letters Patent is a continuation-in-part.

There are manifold advantages in the utilization of the teachings and disclosures herein, involving the drive actuation characteristics, the method of speed ratio actuation, the controls and the provision of a fluid system which affords quick ratio shifts efiective to provide drive in a newly selected ratio more rapidly than the momentum of the vehicle can fall off with loss of engine torque. As described below, the fluid system provided in the present invention gives another valuable feature, the ability to circulate the working fluid body rapidly under all operating conditions and the further ability to cool the body of fluid to temperature levels which avoid excessive oil oxidation and sludging as well as overheating of the bearing surfaces. The installation of the example herewith demonstrates an assembly in which the oil film area exposed is high, and as will be understood further, the feed and circulation control is equipped to respond to thermal differentials resulting from high torque drive and to divert cooled oil directly to the torque converter working space from the normal pumped flow stream.

Further advantages and features adapted to produce better operation for long continued drive under frequent speed ratio changes will be apparent in the detailed specification following in which:

Figure l is a top view of the installation of an example of the invention in a vehicle devised to haul heavy loads, showing the engine at the right and the output wheel drive mechanism at the left.

Figure 2 is a side view of the structure of Figure 1.

Figure 3 is a vertical elevation in section of the torque converter and gearing assembly of the variable speed unit of the invention, shown in outline in Figures 1 and 2.

Figure 4 is a diagrammatic view of the flow of the fluid in the vaned passages of the torque converter of Fig. 3.

Figure 5 is a diagram of the operation characteristics of the torque converter of Figures 3 and 4.

Figure 6 is a diagram showing the actuation method of obtaining reverse drive by the gear unit V of Figure 3. Figure 7 is a similar diagram showing the actuation for drive in direct drive, or first forward speed; Figure 8, that for first overdrive or second forward speed, and Figure 9, that for second overdrive or third forward speed.

Figure 10 is a diagram of the fluid flow and supply system for the torque converter H, the gear unit V and the controls for the latter.

Figure 11 is an endwise view taken from the right of Figure 3, with the end plate of the easing broken away to show the relationship of certain of the parts.

Figure 12 is a section taken at l2-l2 of Figure 3 to illustrate the operation of the rear transmission brake of unit V of Figure 3.

Figure 13 is a similar section at line |3|3 of Figure 3 to show the operating parts for the forward brake unit V.

Figure 14 is a perspective of the structure of Figure 12 in part, for the purpose of showing the external controls available to the operator. Figure 15 is a side view of the operators control mechanism of Figure 12, likewise shown in the upper portion of Figure 13.

Figure 16 is a section taken at line l6l6 of Figure 3, and is provided for the purpose of showing the connections of the rear pump and the lubricating system supplied by the latter.

Figure 1'7 is a diagram of the fluid pressure system of the controls for the structures of Figures 3, l2 and 13, the control valving being shown as for reverse gear drive of unit V. Figures 18 to 21 inclusive, show the valving of Figure 17 as for the neutral, first, second and third forward speeds respectively.

Figure 1 shows in plan view the layout of a driving assembly embodying the invention. At the right, the engine E is shown in outline, driving the shaft I, connected to the input of the transmission unit V, the output shaft 59 of which is fastened to bevel gear 9| meshing with bevel gear 92 of differential D, connected to the crossshafts M and M, driving sprocket drums F and F through reduction gear pairs R and R.

The transmission assembly V is fitted together as a compact entity with the input gear assembly S incorporated such that the power shaft center line is offset from the main center line. The output shaft 50 and bevel gear 9| project from the rear portion of the unit as shown in Figure 3.

In this installation the driver sits above the transmission unit V, and operates handle 260 which selects the gear ratios of the unit.

As shown in the elevation view of Figure 2, the engine E drives shaft I through gear train G, consisting of constantly meshed gears 80, BI and 82: the shaft l drives the input of the unit V through a similar gear train S, consisting of constantly meshed gears 83, 84 and 85. Casing lODa attached to the frame of the vehicle supports gear train G, and casing l09b supports gear train S, being attached to casing 100 of unit V, as shown in Fig. 3. The creation of the well space between G and S provides useful room for the vehicle crew and accessory equipment since shaft I may be placed below floor level, or in a noninterfering tunnel, removable for service and repair.

Other power train arrangements are possible, as vehicle needs require. On the output side, the divided shafts M--M' may be individually stopped for aiding the steering of the vehicle, but that feature is not directly involved in the present invention.

I will now describe the gearing unit V, shown in detail in Figure 3. The output member 1, of the torque converter H is splined to shaft 8, which shaft carries a flange 9 forming a part of the carrier for planet gears 19, meshing with annulus gear I! and sun gear teeth [5 of gearbody M. The annulus I1 is fixed to drum 2| which is integral with a carrier 22 for the planet gears 24 which mesh with annulus gear 23 and with sun gear teeth [6 of gearbody H, which gearbody is 4 attached to a clutch hub 29 for clutch plates 30. The annulus 23 is attached to a drum 25, inside which drum slide the clutch plates 33. The output shaft 59 is integral with or attached to rotate with a drum 5! which mounts externally, clutch plates 32 mating with plates 33; and internally, the drum 5| carries clutch plates 3| mating with plates 30 of said hub 29.

Brake band 36 is supported by the casing [00 and stops rotation of drum 2|, annulus I1, and carrier 22 when energised. Brake 31 i similarly supported and stops rotation of drum 25 and annulus gear 23 when energised, or applied.

For convenience, brake 36 will be further referred to as A; brake 31 as B; clutch 3lJ3l as C and clutch 3233 as D. These symbols assist in understanding the pattern of ratios and the actuation and control system, to be explained further herein.

The variable speed transmission unit is shown in part detail in Figure 3. It consists of the input reduction group 83, 85, the torque converter H, the variable speed ratio gearing unit V and the output reduction drive D of output shaft 59 of Fig. 1.

Torque converter input shaft 2 is integral with the impeller member 5. The reaction blades 6 are fixed to the casing [00. Rotation of shaft 2 circulates liquid through the blading in a manner such as is described in Letters Patent U. S. 1,199,359 to Fottinger, issued September 26, 1916, and torque multiplication is obtained over a predetermined speed range, in the driving of the turbine output shaft 8. Further discussion of special features in the operation of the torque converter will be given later in latter part of this specification.

The effective and eflicient speed range of the turbine or torque converter unit is determined by the load and desired speed of the vehicle, the power-speed range of the engine E, and the ratios of the units G, S, V, D and R and F, as will be understood by one skilled in this art. In the vehicle for which the present disclosure corresponds, it is desirable to provide peak engine power at around 2500 R. P. M., so that in the fixed gear ratio units G and S, the input speed of the torque converter may be taken at 1.3 reduction. If the power plant provides 900 foot pounds peak torque, the converter may operate at 2000 R. P. M., and handle 1170 foot pounds, with a given converter design. The transmission output in the lowest forward speed ratio, reduced by gearing OD and B may then rotate the sprockets or wheels F at about 5.4 reduction which in this vehicle may result in a low speed forward drive of approximately 12 miles per hour, in first overspeed of unit V, of around 28 miles per hour and in second overspeed of unit V of about 45 miles per hour. These factors may, of course, be varied to correspond with specific vehicle requirements, the preceding data only serving to point out some of the advantages of the novel arrangement of the drive assembly of the invention.

One outstanding advantage is the adaptability provided for high speed, high torque engines, similar to aircraft engines, to drive large heavy vehicles. By the methods herein disclosed, the engine may be operated at or near its torque peak at all times except when it is idling or throttled down. The torque converter unit H provides uninterrupted torque multiplication over a definite speed range, predetermined for making most efficient use of the engine power, and the variable speed gearing likewise provides uninterrupted torque in a wide range of selected speed ratios, one of which yields a maximum torque with the engine at power peak, and an overall ratio reduction in the magnitudes of 30 to 1 or better, above which two overspeed ratios are available when the gradient and surface conditions permit a stepping up of the drive of unit V to 2.3-to-l or to 4-to-1 ratios.

It should be pointed out that torque shock loads in the drives of large heavy vehicles which have little or no shock absorption facility such as provided for herein, reach critical values very quickly and are of magnitudes such that ordinary clutch and gear equipment to handle these loads become heavy, clumsy and slow in operation, adding to weight, to bearing hazards, and increasing service time and work to a degree not tolerable, for example, in modern military operations. These troubles are emphasized by the tendency of large heavy vehicles to stop suddenly and abruptly when the driving power is cut off, increasing discomfort to crew, and putting severe reverse torque strain on the driving parts. Fluid torque converters such as used herein as an example are desired to be relatively inefficient under overtaking torque, or reverse torque. Referring to Figure 3, a reverse torque component from the vehicle drive tends to rotate the torque converter output shaft 58 at about six times the speed of the sprocket wheels. If the gearing unit V is in direct drive, the converter output shaft 8 is revolved forward at the same speed, but since the efiiciency of the converter is very low under reverse torque, the rotor i may spin without applying a positive torque effect to the impeller input shaft 2 transmitted back through the gearing trains S and G to the engine shaft, therefore the engine bearings and drive parts are cut off from reverse torque effects, much as if a freewheel clutch were in the power connection between shafts 2 and 8.

This effect does not prevent an abrupt stop or self-braking action of large, heavy vehicles, but does prevent damaging reverse torque shocks from being transferred into the gear units S and G and into the engine shaft. As will further be better understood, the arrangement of the invention diminishes the overtaking braking effect by affording ratio shifts under torque, and without interruption of torque through the agency of the torque converter and the gearing unit V, which latter is arranged to provide all gear transitions with a given overlapping residual or minimum torque continuing during the unit V shift intervals. Standard forms of gearing and clutches, in the ordinary automotive manner, do not provide a desirable gear shift for large, heavy vehicles, since the interruption of torque such as by disengaging the main clutch for changing gears, immediately results in the vehicle coming to a dead stop in a few seconds, even on a gentle down grade, quite often before the operator is able to engage the new gear and reengage the main clutch. Since a result becomes a critical factor in climbing a steep gradient, for it prohibits changing gear in the middle of the up-run, since starting a heavy vehicle anew from a dead stop can only be done, ordinarily, in the lowest available gear ratio.

The present invention, therefore adds markedly to the maneuvering facility of vehicles such as military tanks, for the driving gear ratios may be changed at will without risking a dead stall,

6 and the asplitesecond hazard of the vehicle as a fixed target is greatly reduced.

'It is found further that a complete actuation release of the torque sustaining members during the shift interval between forward and reverse is not necessary, and as a matter of design may be undesirable. As will be described in detail further herein, the reverse-forward transition is obtained by simultaneous brake-clutch release and actuation, the dwell of the operators handle in neutral only being necessary when "a complete release of drive is needed as for stopping.

The ratio and R. P. figures given above are merely to illustrate a specific workout of the invention, for clearer understanding, and are in no way restrictive upon utilization of the principles taught herein.

The clutch hub 29 of Fig. 3 is splined externally to accommodate conventional shallow radial slots cut in the inner periphery of clutch plates 30 interleaved with plates 31 which have similar external radial slots to fit the internal splines of drum 5|.

The drum 5| of shaft 59 is made with a ringshaped member 49, having an external circumference matching radially the internal one of the drum to the left of the stack of clutch plates.

An annular piston 54 is fitted into the space inside member 59 and bears against the end plate of group 3| guided on the pins 5?, to squeeze the plates 30-3i together, when fluid pressure is admitted to the cylindrical space. The annular piston 54 is equipped with a piston ring (not numbered) the part '29 has a circumferential sealing ring (not numbered), to prevent leakage of clutch-energising fluid pressure.

Passage 52 cut in shaft 50 delivers fluid pressure behind piston 5 from appropriate passages in gland es surrounding the shaft, fed from pipe I52 and the pressure space 124 of the rear pump, and from port 2 I 9 of the valve body I99, shown in Fig. 17, Pressure is released by the same fluid circuit, the springs 55 nested between the web of member 49 and piston 54 separating the plates 30, 3|. Guide pins 51 prevent cooking of the piston 54.

The drum 53 is externally splined to accommodate the slot teeth of clutch plates 32, mating with plates 33 splined externally to the inner portion of overhanging drum 25 rotating with annulus gear 23, and capable of being stopped by brake 31.

The end wall at the left of drum 25 is recessed to form an annular cylindrical chamber Bl for annular piston 64, which bears against the stack of plates 33, 32 for engaging clutch D. Fluid pressure is admitted to space 6| through passage 62 in the hub of 25 and 5| and from annulus 63 cut on the periphery of sleeve extension [080 of the casing I00 continuous with portion lllflb which supports and houses the rear pump '4.

Passage H8 in web Illllb leads to the control valve box I99 of Fig. 1'7, the clutch D being energised or engaged only during reverse or direct forward drive, as will be understood further.

The sets of plates 30,, 3|, 32, 33 are matched in groups which may comprise bronze or alloy plates working against steel. The steel plates may be pre-formed in dished shape so that a graduated areal engagement may be had, and so that a self-spring release action is obtained as described in Letters Patent U. S. 2,380,680 to Earl A. Thompson which issued July 31, 1945.

Plate 65 pinned to annular piston 64 has por- 7 tlons extending radially into the recesses 61 for springs 68 which serve to positively disengage plates 32, 33 when fluid pressure is relieved from space 6|.

Figure 4 is a schematic diagram to illustrate the kinetic flow of fluid in a torque converter of the type utilized herein for unit H. While no claims for invention of the converter unit described are made, it is believed proper that a clear idea of such operation be presented. The shaft 2 at the left drives impeller blades 5, the impeller outflow passing through the ring of blades 1a, connected to a shaft 8, and then impinging on reaction blades 6 attached to the casing.

The rotor blades 1b interposed in the output flow from the reaction blades 6 absorb a fraction of the energy, the flow passing through a second set of reaction blades 6a finally through output rotor I whence it is returned to the primary impeller. This general principle is old and well known. This type of torque converter provides multiplication of torque over a limited speed range, and when designed for a given torque capacity, it can provide acceptable efficiency in reduction ratios ranging between 2-to-1 and 6-to-1. It does not transmit reverse torque efficiently during intervals when the rolling inertia of the vehicle is endeavor-ing to spin the engine, and this characteristic, looked upon as undesirable by vehicle drive designers, is utilized to advantage in the present invention.

'Other types of torque converters may be utilized in place of the unit described in the present example, and the present invention contemplates the use of the form of torque converter shown in v the applicants application Serial Number 565,592, filed November 29, 1944, now Patent #2,606,460, for improvements in Combined Transmission, in drive mechanisms for which that fluid torque is adaptable. The torque converter of the above noted application S. N. 565,592 may be directly coupled between power and load shafts, for example shafts 2 and 8 herein, respectively joined to impeller A-1 and rotor B of Fig. l of that disclosure, for series drive.

Fig. 5 in the larger diagram shows the available tractive effort in pounds vertically, left margin, for vehicle speeds from 0 to 60 miles per hour, based on a typical engine horsepower curve such as shown in the upper right diagram. It will be noted that the speed ratio curve merge smoothly into each other, that of the first speed ratio meeting the second speed ratio at about 5000 pounds, tractive effort and at 1'? M. P. H., the

next transition occurring at 3000; pounds and at 30 M. P. H.

The three efficiency curves opposite the 0-100 Efficiency scale of the right hand margin of the large chart, are taken from actual test results, and represent overall efficiencies for the three forward ratios.

It should be observed that the fluid torque converter constantly and automatically changes the overall speed ratio in accordance with speed and load variations, so that the driver, when selecting ratio actually is selecting a driving range, over which constantly variable automatic ratio change occurs. For example, when in direct forward speed, the torque multiplication of the drive may vary between 4.8 to 1.0; first forward speed, 2.05 to 0.43, and in second overdrive from 1.2 to 0.25, these figures being approximations, and merely illustrative. The overlapping of these ranges gives the operator an excellent choice such that especial requirements for economy cruising or performance may be easily met.

If the road and gradient conditions suddenly overload the drive such that the engine begins to labor, the operator merely shifts the handle 200 controlling the drive ratio of unit V back to a lower speed ratio setting, the shift to the next ratio being very quick, and since during the interval, torque has been maintained, the vehicle, if a military tank, for example, does not stop abruptly as is common with such vehicles having conventional drives, for the power to the drive wheels has not been interrupted.

For emergency high-speed drive, the engine throttle may be latched in full throttle position, the operator merely adjusting the ratio control handle occasionally for best performance, and in net efiect holding down overspeeding of the engine by merely changing the mechanical advantage of the drive according to terrain. This provides the maximum of speed, or miles to be covered per unit of time, so that under the urgent pressure of battle conditions, the operator of a military tank with this invention may extract every bit of performance and speed of which the vehicle is capable, while avoiding torque shocks and damaging overspeeds of the engine.

A further by-product of the invention, is the facility it provides for firing guns while the vehicle, such as a military tank, is in motion. It will be appreciated that under continuous torque drive, with no sudden stops for ratio changing, there is less disruption of the gun mount and controls, since both the deceleration and acceleration effects are minimized by the operator being able to shift ratio during full vehicle motion while the guns are leveled for firing and the vehicle remains in motion with the drive under torque.

These features therefore present a degree of novelty in their combination, as will be understood in detail further.

The schematic drawing of Figure 6 shows the method of obtaining reverse gear drive in unit V the heavy arrow-line indicating the torque path. For reverse, brake 36 is applied to stop drum 2i annulus l1 and carrier 22. Rotation of carrier 9 by shaft 8 causes planet gears l9 to roll around inside annulus I? and cause forward rotation of compound sun gear body 14. Since carrier 22 is stopped, this causes planet gears 24 to transmit a backward rotation to annulus gear 23. Since clutch D is engaged, this backward rotation is imparted to output shaft 50.

The schematic drawing of Figure 7 shows the method of obtaining direct drive through the planetary gearing. Both clutches C and D are engaged, which establishes locking couples between annulus 23 and the sun gear i6; and through carrier 22 to annulus ll and sun gear 14, requiring unitary rotation of carrier 9 attached to input shaft 8. The arrow-lines indicate the distribution of torque during direct drive, which is the lowest forward speed ratio.

It will be noted that the couple established in this lowest forward driving ratio is maintained radially through the two clutches, and likewise radially through the gear elements, a distinct advantage in dealing with large powers in heavy vehicle drives, where otherwise the rocking loads between support points would require extra-heavy bearing and casing constructions in order to avoid deflections and misalignments.

The schematic diagram of Figure 8 shows the torque pattern of the gearing unit in first overspeed, when brake 31 is applied and clutch C is engaged, coupling the sun gear body I4. to the output shaft 59. Rotation of input shaft. 8 causes rotation of carrier 9 and differential rotation of annulus 2I and carrier 22 with respect to member I l. Since drum 25 and annulus 23 cannot rotate, any rotation of carrier 22 with respect to gearbody I4 will add to the torque component derived from the differential rotation between annulus 2| and gearbody I2.

If annulus gear I1 only were held against rotation, the ratio imparted to gearbody I4 would be that of the group I5I9-I'I, which in the present disclosure is at approximately 4 to 1 overspeed. However, permitting annulus 2| and carrier 22 to rotate introduces a dividing of the torque such that the ratio imparted to shaft 50 and gearbody It rotating together, is a resultant of a fractional component added to the component of the secondary group I624-23, discussed further in detail.

The schematic diagram of Figure 9 describes the operating condition of the gearing unit V in third speed or in second overspeed ratio, the highest speed ratio obtained in this assembly. The gearbody It remains clutched to the output shaft 50, and the ratio of drive is that of the first group only, annulus I1, carrier 9, planets I9, and sun gear teeth I5, which as noted above, is approximately 4 to 1 overspeed for output shaft.

Capitulating, the overall ratio shift pattern of this assembly is as follows, the X notation indicating units energised or engaged:

1 A B C D Fig.

Reverse. X 0 X 6 Neutral 0 0 0 (X) Direct (1st speed) I) 0 X X 7 lst overspeed (2nd speed). 0 X X. 0 8 2nd Overspecd (3rd speed) X 0 X 0 9 ameters, one may assign arbitrary diametral values, for example 2.0 for the sun gears, and 6.0 for the annulus gears, and by turning shaft I4 one turn, derive the component applied to shaft 8 through the primary group I5--9II with sun gear I5 driving and annulus gear I! held from rotation. This will be the value for the sun gear divided by the sum of the values for the sun gear and annulus, or 2 divided by 8 which equals onefourth, or 0.25.

The added component produced by rotation of annulus I? through its attachment to carrier 22 of the secondary group I62223, is obtained by calculation of the rotational effect on carrier 9 when one'turn is given to annulus gear H with sun gear I5 held, this value to be multiplied by the component applied to carrier 22 through rotation of sun gear I8 ofthe secondary group, reacting from the annulus gear 23 held against rotation. One turn of annulus I? with sun gear i5 momentarily held, in the primary group, would provide a value consisting of the annulus diameter divided by the sum of the diameters of sun and annulus, or 6 divided by 8, equal to threefourths, or 0.75. However, the annulus would make. only a fractional turn instead of one turn,

because of the interaction within the secondary group, which would be one-fourth or 0.25. The incremental value applied to the annulus of the primary group by the secondary is one-fourth of three-fourths, or three-sixteenths, which value has to be added to the primary group value of one-fourth, making four-sixteenth's plus threesixteenths, or seven-sixteenths. This represents the net-turn value of shaft 8 for one turn of shaft I4, expressed in decimals, 0.4375. Taking the reciprocal; one turn of shaft 8 would produce an overspeed of 2.286 for shaft I4, with annulus gear 23 held, as for first overspeed ratio.

This compound ratio method applied to the present gearingyields the ratio of drive in second forward speed, or first overspeed.

The second overspeed ratio is not compounded, but results from the direct interaction of the elements in the primary group I59I'l, the secondary group idling. The reciprocal of 0.25 is 4.0, therefore for oneturn of shaft 8, there are 4 turns of shaft I4, when brakeA is held.

With instructions patterned after this reasoning, it is understood that one skilled in this art may obtain the results of the present invention by only minor variations in dimensions, to provide a wide range of utility of this teaching to meet specific continuous torque drive problems.

A gear pump-P of Fig. 3 is driven by rotation of input shaft 2, the gear member I-IIIa being keyed to the shaft. The gear idler I IOb meshes with the primary member, the interaction creating suction and pressure in a well understood manner.

This pump F draws from thetransmission sump IIII through the oil filtering system and delivers pressure to an output pressure line controlled by a regulating relief valve set for pound pressure. The oil flow system is shown in Fig. 10 with the pump P in the upper right portion of that figure, having inlet or suction port I H and outlet or pressure port H2. Pump P also appears in Fig. 17.

Output shaft 50 of Figure 3 rotates driving gear II5 meshing with pump gear II6 for pump Q supported in a portion IIiIlb of the casing I92, comprising a pump compartment shown in Figure 3. In thisv compartment are mounted three shafts, supporting pump gears I I1, I I8, I I9 shown in Figs. 10 and 17. In Fig. 10 these gears are arranged with respect to ports I22, I23, I24 and I25, so that a constant supply of oil is furnished for the required lubrication and servo purposes. For convenience, these pumps P and Q will be referred to as the front, and the rear pump. The front pump P driven from shaft 8, rotates at all times when the engine is operating, and feeds through line I29 of Fig. 10 to regulator valve I25 which operates against adjustable spring I21 and opens to pressure line I30, leading to the working space of the torque converter H whenever the pressure generated by the pump exceeds 100 lb. The pressure feed to the regulator valve I26 is delivered between the valve bosses, in which position a second outlet port opens to pressure line I3I connected to the control valve body I99.

Valve I26 appears in Figs. 3, 10 and 11, the operational diagram of Fig. 11 showing the relationships of the system connections. The lower boss I26 is partially cut away so that the effective pump pressure from passage I29 may raise the valve against the force of spring I21. The relief port I20 in casing I99 vents the upper cylindrical spring space, and may be used to vent the lines I29, I30, I 3| at extreme or maximum pressure. Screw cap I 21" provides for calibration of the action of spring I21. The upper delivery port I2I feeds pressure to line I30, and is variably opened as the valve I26 is subject to pressure changes. The ported space I28 connects lines I29, I3I at all times.

In order to maintain a dynamic flow of liquid through the torque converter, check valve I32 loaded by spring I33 is fitted into the space inside the stub of shaft 8, which latter is drilled out centrally to form an oil passage I34 connected by side passage I35 to the torque converter working space. The gear body I4 is likewise drilled out centrally at I31 leading to side passages I38 for the lubrication of the gear unit V. The transmission output shaft 50 is drilled out centrally at I39 for a short distance concentric with the passage I31, and is fed by pressure delivered through the check valve I32. Side passage MI in shaft 50 is open to passage I42 which is connected to pressure space I23 of the rear pump Q by passage I42.

This pressure space I23 is likewise connected to cylinder I46 of regulating valve I41 held against the pump pressure by spring I48. At pressures in excess of 15 lbs. pressure relief line I49 is open to suction space I22 of the rear D p Q- 'I'he lower pressure space I24 of the rear pump Q is connected by pressure line I52 to the valve body I99 for the purpose of supplying the control valves for the servo actuation of ratio changes a in gear unit V.

Transmission sump IDI contains the oil screen casing I 02 and removable screen I03, passages I04 and I leading out from the oil screen compartment I02 to the suction porting of both the front and rear pumps.

The rotation of the turbine elements builds up a pressure in the higher velocity zone H of unit H, which may be relieved by thermostat valve I55, located in passage I51 leading to pressure line I58, and to the cooler unit 250 shown in Figure 10.

The thermostat valve I55 which may be of common commercial type, is adjustable to open at temperatures of approximately 250 F. so that the cooler can maintain the whole circulating oil body at temperatures below the decomposition point for the oil. The outlet passage I56 from the cooler is connected in two ways, first, to the low pressure zone of the turbine working space,

and second by-passed to a regulator valve I 54 having an outlet leading to suction line I04 of the front pump. This regulator valve I54 is adjustable to open at approximately 75 lbs. pressure.

By this arrangement of by-passing, the foaming of hot oil, otherwise entirely circulated through the turbine, is avoided, and the bearings of the transmission are adequately lubricated by cooled oil.

The valve I 08 is loaded by spring I09 to open at a suction of 5 pounds above that of the sump compartment, to prevent starving of pump P and to provide a proportional input supply with increase of engine speed. The pressure value may be predetermined for desired operating response by selection of valve area and spring force.

Figure 11 is taken endwise as viewed from the right of Fig. 3. The drawing shows the end wall of the casing I00, with the lower portion broken away to show the relationship of the input gearing 83, 84, 85 and the drive for and construction of the input supply pump P.

The regulator valve I26 which controls the supply line pressure delivered by the front pump P to the torque converter H and to the servovalve control box I99, is shown in section in Fig. 3, and in broken outline in Fig. 11. The regulator valve I54 which controls the by-passing of fluid from the cooler 250 to the suction line I04, of the front pump of Fig. 10, is shown in part section broken away from the end wall of the casing I00 in Fig. 11. Pipe I84 connects the flange I08 with a fitting located at the bottom of the assembly, and is the connection shown in Fig. 10, between the sump IOI and strainer compartment and the intake passage I04 of the pump unit P.

At the right of Fig. 11 is shown a coupling I which includes the connection I58 between the working space of the converter and the intake of the cooler 250 of Fig. 10. The thermostat valve I which regulates the rate of flow to the cooler, is located inside this coupling, and is adjustable by external connections to open the high pressure zone H of the torque converter H to the cooler 250 at a given temperature. The diagram of Fig. 10 shows the location of the thermostat valve I55 in the system.

Figure 12 is a section taken at line I2--I2 of Fig. 3 and shows brake 31, and its actuation means for stopping and permitting rotation of drum 25. The brake 31 consists of a band anchored by adjustable stud I60 supported in a boss of the casing I00, the stud I being pivoted to the end of the band. The oppostie end of the brake band 31 is pivoted to a strut member ISI which sets in notch I62 of the bell crank lever I83 pivoted on shaft I64 supported by a boss of casin I00. The outer end of the bell crank I83 is pivoted to rod I05, the mid-portion of which carries spring retainer I66. The long spring I81 surrounds the rod I55 and bears upwardly against an extension of the casing I00 which is drilled out to guide piston rod I88, pinned to the upper end of rod I65. This arrangement provides powerful actuating force for the band 31.

In the upper right hand portion of Fig. 12, the casing I00 is formed to provide a working cylinder I10 for piston I1I attached to piston rod I68. Fluid pressure is admitted through passage 260 from the valve body I99 attached to the upper portion of the casing I00, so that fluid pressure controlled by the valving will lift the piston I1I, rod I68, and rod I85, against the force of spring I81, to rock lever I63 for applying compressional force to strut IBI and to tighten the band 31 on drum 25. Release of pressure from beneath the piston I1I permits spring I61 to release the band 31.

Figure 13 shows a section taken at line I3-I3 of Figure 3, providing a similar mechanism to that of Fig. 12, for the fluid pressure actuation of band 36, which is anchored by adjustable stud I15 held in a boss of the casing I00 and pivoted to the band; the other end of band 36 being pivoted to strut I16, seated in notch I11 in bell crank I 18 pivoted to an extension of the casing at I8I, and to rod I80 similarly pivoted to piston rod I89, to release the band 31 in the same manner described above, when spring I82 is exerting downward force on red I80.

In the upper right hand portion of Figure 13, cylinder I83 is formed in the casing I00 to accommodate piston I85 attached to piston rod I89. A disc shaped plate I83a seals the cylinder I 33 at its upper end and a second cylinder I88 is attached to the casin I00 concentric to the cylinder I83 to accommodate a second piston I81 likewise attached to rod I89. The fluid pressure for raising piston I85 is furnished through pas- 13 Y sage 26L and the pressure for raising piston I8? is delivered through passage 262. The operating circuit controlling the how of fluid pressure to the servo cylinders I79, I83 and I86, are described further in connection with Fig. l l.

Fig. 14 is a perspective View of the control valve operating mechanism connected to lever 299 of Fig. 15 for shifting the valves 229 and 239 of Fig. 1'7 for selection of ratio shift. The ratio shift valves located within the assembly are reciprocated by the rocking motion of external projecting shaft 2S2 attached to hand lever 299. Fig. 15 shows the hand lever 299 in part section and said lever recessed to accommodate button 263 of pawl rod 2% which carries guide pin 295 at its inner end, the latter pin projecting laterally as shown in Fig. 15 into slot 296 of guide plate 291 shown in side view of Fig. 15 and edgewise in Fig. 13. The slot 295 is out to provide shift control stop positions at different angular positions of lever 299 so that the operator will be required to press the button 293 inward against the spring 208, in order to feel the shift positions R, N, 1, 2, 33. marked on the guide plate 29?. The guide plate in the positions 1, 2 and 3 may be marked for recommended miles per hour speed range of the vehicle.

Shaft 292 extends inside the valve body I99, and has aflixed lever 29% swinging vertically between the valves 229, 239, the pin 2 I of lever 269 intersecting the centerlines of motion of the valves, so that rocking of the shaft 292 reciprocates the valves in their bores equally, from one ratio position to the next. The are of motion of lever 299 is sufliciently short that in net effeet, equal linear motions for given angular settings are obtained, without binding. The projecting ends of pin 2Iil are restrained between the bosses a of each valve and the corresponding end bosses, not numbered, so that the relation between shaft 292 and the valves is always mechanically positive.

Fig. 16 is an end View of the transmission assembly taken from the left of Fig. 3, and is seetioned to show the oil level measuring device, the

positioning of the pump Q, and the space relationships of the feed porting for actuation of the clutches C and D.

A dip-stick oil level indicator Bill of manual type is provided, as shown in Figs. 2 and 13.

The Figure 16 is taken at line lI6 in Fig. 3, for the purpose of indicating the connections between the oil feed and relief passages connecting the rear pump and the feed lines which it supplies.

The control mechanism is compactly arranged so that there is a minimum of necessary connection for its operation. Valve body I99 is mounted on the upper portion of. the transmission casing H39, adjacent to the servo cylinders I19 and I83, I86. A short-shaft 262 projects. from the valve body laterally as shown in Fig. 14, and is moved by handle 299 in the fore-and-aft plane to the different ratio-selecting positions. A guide plate 2M- marked with the'shiit positions, is affixed to the side of the valve body I99, so that the entire control assembly may be detached as a unit, for convenience in replacement or repair.

Fig. 1'7 is an overall control diagram for the purpose of showing the connections between the operating and actuating mechanism for the ratio changing clutches and brakes, the fluid pressure supply, and the control valves.

In this figure, the actuating mechanism for the clutches and brakes are shown schematically; for

example, an outline of the clutch cylinder 6t for clutch D is shown with a portion of the piston 64 in section to indicate merely the operational effect of the fluid pressure. The same is true of the servo cylinders and pistons of the other units. The pumps and accessory mechanism are likewise shown schematically. The upper portion of Fig. 17 is a plan View of the valving as it may be seen in place by one looking down on the transmission assembly from the opposite position from the observer of Fig. 3 or Fig. 14 in other words as viewed from the right hand side of the gear box.

Fig. 10 shows the use of a thermostat valve I located in the high pressure zone outlet from the torque converter H, variably directing the flow to a cooler unit 250 connected to two delivery lines, one leading back directly to the low pressure zone of the working space of the torque converter H and the other leading to the enginedriven pump P for circulation to the servo control valve body I99. The thermostat valve I55 shown also in Fig. 11, is adjustable for presetting to establish the working temperature of the torque converter at the correct level for the type of drive work to be undertaken.

It will be noted that this primary pump P furnishes oil under pressure to energize and apply the brake A, of Fig. 13 directly, as described above in connection with that figure, and thru the control valving energise the other servo actuators, while pump Q of Fig. 10, driven by the output shaft 59 energises clutch D of Fig. 3 directly, as described in detail below, and supplies the lubrication system and feeds the control valving system for furnishing servo actuation force indirectly. Pump Q provides transmission lubrication thru special feed lines, and pump P furnishes initial supply for filling unit H. The pressures supplied by the pumps meet in the valve body passages between bosses at and b of valve 220 and ports I9I and Ia.

Valve body I99 is drilled out with two parallel bores for the control valves, as shown in Fig. 1'7.

The upper bore, for valve 220, is open at the left to exhaust, the unnumbered chamber space connecting back to the suction sides of the pumps. This bore has ports I9I, I99a, I92, I93 and I94 in order, from left to right. The parallel lower bore is also open to exhaust in the same chamber space, and has ports I95, I95, I91, I98, 2I3, 2I2, 2 II and 2 I0.

Ports I9! and I9] are cross-connected. Exhaust space above 2 I I] is connected thru port I94, which is open to an upper exhaust space X marked in Figs. 18, 20 and 21 and connected as shown by dashed lines, with port I99. Ports I93, 2!! are cross-connected.

Pump pressure is delivered through line, I3I to pressure space It?) and to feed port I99a, whence it is controlled by valve 229.

M2 is connected to clutch pressure passage 2I8, as shown by dashed lines. Port I9! is similarly connected to clutch pressure passage Ports i953 and Eli are connected by passage his.

. Port 55 5- is open to a pressure outlet space below the lower core, to which brake control passages 2I5, 2E5 connect. Port 2 I3 is connected to passage 2II.

The upper valve 2255 has a projecting flange for engaging the external control mechanism, and has bosses, a, b and c, from left to right, spaced as shown in Fig. 17.

The lower valve 23s has a similar projecting 15 flange and five bosses, denoted a, b, c, d, and e, from left to right, spaced as shown.

The bore porting is cut away radially outside the cylindrical surface of the bores, and the valve bosses permit or block interport flow, in accordance with a predetermined ratio control regime. The spacing of the valve bosses and porting is such as to provide a sequential change of ratio by transmission unit V between reverse and highest forward speed ratio, with neutral low and intermediate ratios between, there being five step ratio positions of the valves 220, 230, indicated by I, II, III, IV and V.

These two valves move together in equal steps between the stated positions, as will be noted from their positioning in Figs. 17 to 21.

Main line pressure from the front pump P is available to apply brake A at all times through line I36, and since this brake is only required during reverse and third forward (2nd overspeed), it is necessary that equalizing pressure he furnished above both pistons I35, I81 through line 2I5 for neutral, first forward (direct) and 2nd forward speed (first overspeed). The instructions below likewise apply to the valve control system Figures 18 to 21 which show the operations for the II, III, IV and V conditions.

The valve 230 is thereforearranged in its travel from left to right to furnish pressure to line 2 l5 in the following pattern:

Pressure I. Reverse II. Neutral X III. Direct X IV. 1st overspeed V. 2nd overspeed 0 This pressure is delivered through port I96 when valve 230 is in one of positions II, III or IV only.

Since the rear brake B is desired to be actuated only during second forward (first overspeed) and to be released at all other times, the pressure line 2 I5 feeding port 260 and cylinder I below piston III, is fed by valve 230 from port I90, when the valve 230 is in position IV only. Equalizing pressure above piston III is available when valve 230 is in the direct (III) or neutral position (II). This connection is through port I95, passage 2M, ports 2I2, 2I3, passage 2H and cylinder I10.

From left to right, valve 230, as shown above furnishes not only pressure to line 2I5, but also to lines 2I6, 2II, as follows:

Pressure Pressure In 216 I. Roversc oXXXX ooXXo 2nd Overspeed :I

valve 230 blocks feed to line 2 II.

In making the transition between positions IV and V it is important to arrange the valving so that when the pressure which was preventing brake A from being actuated, is relieved; a simul- Cal taneous shift of pressure to release brake B occurs, as described in detail further.

It is further useful to examine the functions of the valve operation with respect to clutch operation. Valve 220 alone controls the operation of clutch D, by means of pressure delivered to line 2I8 from port I92. Its boss I) in reverse setting I (Fig. 17) is to the left of port I900, and boss 0 seals off the exhaust port I93, therefore clutch D is engaged. In neutral (II) as shown in Fig. 18, boss 12 cuts off the feed. port I92, and boss c opens to exhaust port I93. In first forward speed, Fig. 19, valve 230 delivers pump pressure through cross connection 2H; and ports 2I2, 2H to I93, whence to port I92 and line 2 I3 to energise clutch D. In second and third forward speed, Figs. 20 and 21 port I02 and line 2H; are open to exhaust and clutch cylinder SI of clutch D is drained by the connecting passages thru parts I92, I93, 2, space 2 I0 and outlet X.

Clutch C is energised by pressure in line I52, only cut off for reverse drive, when boss c of valve 230 is to the left of port I97, as shown in Fig. 1'7, the upper port I9I being open to exhaust by boss (1 of valve 229 exposing the end of the bore. In Figs. 18 to 21 clutch C is supplied pressure through port 2 l 9, for neutral and all forward ratios.

As will be understood further, in detail, the valve shaft 202 occupies five separate angular positions for handle 209 of Fig. 15, and the pawl or pin 205 is arranged to occupy definite stations in the slot 206 of guide plate 201, for these positions. This control arrangement is believed superior to the generally known method of notching a sliding valve at station points to intersect a locating, spring-loaded pawl or poppet. The present method provides for the operator a feel that the handle has arrived in a definite ratio position, and the operator is always enabled to choose further shifts, being required to operate the button 203 of handle 200, in order to make them. This control method discourages skipping through a ratio without dwell, and therefore avoids excessive torque increases on the gearing and shafting, such as might be experienced if the operators handle 200 could be moved suddenly without dwell for example, from third forward back to first overspeed. Avoidance of sudden excessive torque variations is highly desirable in large heavy vehicles for which the present invention is especially adapted.

The desired dwell ranges between reverse and neutral and from first to second forward speeds provide momentary pauses in these shifts, since they require the operator to press and hold button 203 against the spring 208.

Figures 18 to 21 inclusive are views of the valve body I99 and valves 220, 230 similar to the showing of Fig. 1'7, and are given to illustrate the successive shifting of the valves to and from the five operative positions of the control mechanism. Fig. 17 shows the valves 220 and 230 as they are stationed for reverse drive. It will be noted in this view that the front pump pressure in line I3I is only used to supply fluid to line 2I8 for energizing the piston of clutch D. The large arrows in the passages of Figs. 18 to 21 inclusive indicate the presence of energising pressure.

Fig. 18 shows the distribution of pressure by the valving to the front and rear brake cylinders, and to pressure line I 52 for clutch C, for neutral.

Fig. 19 shows the flow of pressure for establishing drive in 1st forward speed or direct, the arrangement delivering pressure not only to those 

